On the buses: plan to lure rail passengers to road

A network of Sydney bus corridors could revolutionise bus travel so much some people would switch from rail, according to the Unsworth review of the bus industry.

Some existing traffic lanes or transit lanes could be turned into bus lanes as part of the move, allowing a peak-hour frequency of every 10 minutes on major corridors and far better enforcement of the special lanes.

But commuters may have to walk further to their local bus stop as part of the changes, which would have bus routes replanned by a government agency and the mish-mash of 74 bus contract areas in the Sydney basin replaced by 10.

In an attempt to reverse falls in bus patronage since the early 1990s, former premier Barrie Unsworth wants to create a high quality network linking major centres. He says that when bus lanes are properly implemented and enforced, they are highly effective.

His plan takes up ideas put forward by the NSW Bus and Coach Association, which has called for joint planning between government and the industry to make bus runs reflect travel patterns and strategic corridors integrated with local services.

It incorporates and builds on the existing transitways program and 75 kilometre network of bus lanes already in place.

Mr Unsworth would turn existing transit lanes into bus lanes, considering them superior "because of their effectiveness, visibility and the ability to enforce them electronically".

Main routes would be upgraded through a greater priority on bus spending. Bus stops would be converted into shelters, and information screens introduced which would show people how far away their bus was.

Because bus lanes are easier to enforce than transit lanes, motorists could be sent fines if they are detected illegally using the lanes.

The corridors appear "to have the ability to shift some non-CBD travel from rail to bus, taking pressure off the rail system during the morning peak", Mr Unsworth wrote.

But the changed routes could mean that people would have to walk further to get to feeder buses or the main trunk routes.

"Achieving [fast and frequent buses] may require an increase in walking distance to the bus stop, with the majority of passengers then benefiting from higher frequency and more direct bus services," he wrote.

He cites the bus lane on the Sydney Harbour Bridge, saying it carries more people between 7.45am and 8.45am than all five other lanes combined.

Transit lanes are also effective, he says. On Military, Victoria and Epping roads they allow travel speeds 40 to 50 per cent faster than adjoining lanes.

Mr Unsworth admits that most bus priority projects have been in the eastern parts of Sydney, in areas used by the government-owned State Transit buses.

He called on more funding for bus projects.

"There is a strong case for greater funding when the current priority program for buses - the predominant public transport mode - received marginally less funding in 2002-03 than the $15.5 million cycleway program," he wrote.

The Roads and Traffic Authority is spending $45 million over three years on bus priority. Much of the transitway development money - including the $315 million Liverpool transitway - also comes out of the roads budget.

The RTA has been testing bus lane cameras for three years and believes the technology will ultimately allow offending motorists to be booked.